Vessel



, 1,561,142 N P. c. ELSEY VESSEL Filed July 1, 1925 2 Sheets-Sheet. 1

7 a NIiENTOR. By M $4 ATTORNEY P. C. ELSEY Nov. 10 1925- VESSEL Filed July 1, 1925 2 Sheets$heet 2 fluid INVENTOR. BY M 1 Arm/ma Patented Nov. 10, 1925.

PHILIP O. ELBEY, OF PITTSBURGH, PENNSYLVANIA.

VESSEL.

Application med July 1, 1925. Serial No. 40,786.

To all whom it may concern:

Be it known that I, PHILIP C. ELSEY, a citizen of the United States of America, and a resident of the city of Pittsburgh, county of Allegheny, and State of Pennsylvania, have invented or discovered certain new and useful Improvements in Vessels, of which the followin is a specification.

1 y inventlon relates to power-driven vesse s.

In rivers and harbors relatively strong currents or tides are encountered, and the vessels must be maneuvered in relatively .narrow and more or less tortuous channels, and landings, stoppings, starts and backings are necessary. Thus, the item of prompt and complete response to the rudder and ease in backing, and especially in flanking or backing in an arc, are of vital importance, especially in the case of tug-boats, tow-boats,

power-barges and the like.

. The object which I have in view is the provision of a vessel that will readily res 0nd to its rudder and turn in a short rams, and will also be capable of easy flanking.

For this purpose I provide flanking rudder-mechanism in advance of the screws or other propelling means, and I also provide flankin tunnels or lateral passages for the forward escape of the water.

In the preferred embodiment, my improved vessel is provided with two sets of rudders, the sets being arranged for independent operation. One set, which is particularly clesi ed for usein .going ahead, is located in the rear of the propelling means, such as the paddle wheel or screw or screws, while the set particularly designed for use -in flankin is in front of the propelling means. forced by the propellin means against the rear rudders, while in fiacking the propelling means forces the water against the front rudders, thereby making the rudders eflicient in action.

Means, which I term, flank tunnels are provided at either side and in front of the propelling means to allow the water to escape laterally when driven forward in backin and the rear end of the hull is tapered rom both sides towards the center to T us in going ahead the water is.

present inclined surfaces which form the front walls of the flank tunnels and against which the forwardly driven water impinges, the front rudders being set to direct the water toward the proper tunnel. These inclined surfaces of the stern act as deflecting planes for the water and thus increase the effective steering capacity of the rudders.

The rear walls of the flank tunnels are formed by the front ends of skegs or por tions of the hull which depend down into the water at. either side of the driving means, and which act as drift-fenders and also serve to protectthe screw or other driving means from contact with the bank or bats or shallows in the river.

The front rudders are preferably of the balanced type, and are so disposed that when turned in one direction they directthe forwardly moving water away from one flank tunnel into the other flank tunnel, and vice versa.

Other novel features of construction and also of arrangement of parts will appear from the following description.

In the accompanying drawings, Fig. 1 is a broken side elevation of a vessel to which the principles of my present invention have been applied, the front wall of the skeg being partially broken away for the sake of clearness; Fig. 2 is an inverted plan view of the same, one of the skegs being in section; Fig. 3 is a detail showing the balanced form of rudder which I prefer to use as the front rudders, and Fig. 4 is a diagrammatic viewv showing convenient means for controlling the rudder-action.

Referring to the drawings, A is the hull of the vessel and a is approximately the water line. B is the superstructure of the vessel. The stern of the hull proper is taered from both sides towards the center,

orming inclined surfaces 1 which merge at the axis of the hull as shown at 2. In passenger boats the rear end of the hull is sloped or bevelled to facilitate its passage through the water, but in tow-boat practice, where power rather than speed is desired, the inclined surfaces 1 and the line of juncture 2 between said surfaces may be vertical;

The deck structure 3 extends rearwardly from the hull and depending therefrom are the ske C. The skegs are depending portions 0 the hull, one at each side of the vessel and spaced rearwardly from the stern to provide the lateral passages D, which I term, flank tunnels. The front walls of the skegs C are preferably provided with surfaces 4 which are substantially parallel with the corresponding surfaces 1 of the hull, thus providing the flank tunnels with parallel walls. Thesewalls are preferably disposed at substantially forty-five degrees to the axis of the hull. The skegs C are preferably hollow so that they may be entered from the deck, and their innerwalls are provided with glazed openings 5 which may be guarded by exterior metal shutters 6 which may be raised when an observation is to be made from the interior of the skeg. Or the skegs may be filled or partially filled with water to trim the vessel.

Any practical driving means may be employed, such as a paddle-wheel, or one or more screws. In the drawings I have shown the three screws E, F and Gr, the screw F being the center screw and being preferably placed slightly in the rear of the side screws E and G. It is of course apparent that one screw or two screws may be used if desired. If one screw is used, the usual practice of placing it on the axis of the hull is followed, and where twin screws are used one is placed on either side of the axis. The screws are mounted on driving shafts 7 whose rear ends may be journaled in bearing brackets 8 depending from the deck, and which shafts extend forwardly through tunnels or bearing sleeves 9 to the power plant of the vessel,

The skegs O are preferably placed at either side of the screws so that in case the boat swings against the bank or against a bar or shallow, a skeg will contact with the latter and the propelling means will not be fouled or damaged. The skegs also fend drift and the like from the screws and rudders.

In the rear of the screws are mounted the rear rudders H, H and H. The rudders are preferably placed in alinement with the screws so that in going ahead the water is driven against the rudders by the screws, thus enabling the rudders to operate efliciently. In case but two screws are used, two rear rudders may be employed, but where a single screw is used I prefer twin rudders, as they multiply the steering effect.

The posts 10 of the rudders H, H and H F extend u into the deck structure and are provided with cranks 11 by means of which they are coupled to a common control. Thus I show in Fig. 4 the cranks 11 pivotally connected to a link 12 which is attached at its ends to the tiller-rope 13. I also show a double acting air cylinder 14 to the piston of which the link 12 is connected. By

means of compressed air or steam admitted to the proper end of the cylinder 14 the rear rudders may be swung in unison in either direction.

In front of the driving means I mount a pair of front rudders I and I, which are preferably of the balanced type, and which are so located on either side of the axis of the hull, that when swung into proper direction in an approximately forty-five degree position, therudder will close the inner and rear end of the adjacent flank tunnel D. The two rudders move in unison, so that when one rudder is swung to obstruct the entrance of water into the adjacent flank tunnel, both rudders will act to direct the water 'into the o posite flank tunnel. This is shown in dotted lines in Fig. 2, the rudder I being in position to obstruct the passage of water forwardly through the adjacent flank tunnel D, while both rudders direct the water through the opposite flank as at 15, so that in turning they will clear the shafts 7. The posts 16 of the rudders I and I extend up into the deck structure and are provided with cranks 17, by means of which. they are pivotally connected to the link 18 which is attached at both ends to a tiller-rope 19. 20 is a double acting cylinder whose piston rod is connected with the link 18, so that by admitting compressed air or steam to the proper end of the cylinder 20 the rudders may be power-operated.

When the vessel is traveling forward, usually the rear rudders alone will be employed, although assistance in makin a very short turn may be afforded by elnp oying the front rudders. In flanking or backing in an are or circle, the rear rudders need not be employed, but the front rudders will be suflicient. In case it is desired to flank the boat clockwise in Fig. 2 the front rudders will be swung toward or into their position shown in dotted lines in said figure, and the' water thrown forwardly by the screws in backing will be thrown against the rudders I and I and will be caused to travel out through the flank tunnel D shown at the bottom of Fig. 2. The degree to which the rudders are thrown will depend on the radius of the turn desired. In case it is desired to flank the boat counterclockwise in Fig. 2 the rudders will be turned in the opposite direction, the water escap* ing through the flank tunnel at the top of One of the difficulties in the present types of boats in flanking is due to the piling up of the water driven forward by the propelling means against the hull, but this difficult is entirely obviated by the inclined sur aces of my improved hull and the provision of the flanking passages at the side. Theskegs direct the water driven forward tunnel. The rudders are preferably slotted ill Bill

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nannies by the screws against the rudders, and also form the rear walls of the flank tunnels. The ske s also protect the driving means from drift, such as logs, and prevent the injury of the same by impingement against the bank or bars. lhe skegs also may he used for observing the action of the rudders and driving means, or they may he 'used to contain water ballast to trim the vessel.

What I desire to claim is: v

1. In a power-driven vessel, the combination of propelling means, rudder-mechanism for flanking positioned in advance ol said propelling; means and ,la'terally extending flank passages for the escape of the forwardly driven water after its impingement against said rudder-mechanism.

2. In a power-driven vessel, the comhination of propelling means, rudder-mechanism for flanking positioned in advance of said propelling means, and obliquely disposed flank passages for the escape of the forwardly driven water at either side of the vessel, in accordance with the position of the rudder-mechanism, alter its impingement on the rudder mechanism 3. ln a power-driven vessel, the comhination of propelling means, rudder-mechanism for flanking in advance of said propelling means and against which the water is driven in backing, and flank passages at either side through which the forwardly driven water escapes.

4. lo a power-driven vessel, the combination of propelling means, rudder mechanism for flanking in advance of said propelling means and against which the water is driven in backing and flank passages at either side through which the forwardly driven water esca es, the ruddenmechanism being turned to direct the water through the proper flank passage.

5. In a power-driven vessel, the comhination of repelling means, rudder-mechanism for fian 'lsing in advance of said propelling means and against which the wamr is driven in hacking, and flank passages at either side, through whichthe forwardly driven water escapes, the rudder-mechanism losing so positioned that when turned in one direction the forward moving water travels through one flank passage and when the rudder mechanism is turned in the op osite direction the water travels through the other flank pas- 6. ln a power-driven vessel, the combination of propelling means, a pair oi? flanking rudders in advance of said propelling means, and a llanlr passage at either side for the escape of the water driven forwardly in backing, the rudders being so poortioned that when swan in one direction the water travels througi one of said pas sa es, and vice verse. 0

lo a power-driven vessel, the ooinhmation of a sternhaving oppositely inclined surfaces meeting at the axis of the hull, propelling means at the rear of said stern, and flanking rudder-mechanism. positioned between said propelling means and said stern whereby in backing the forwardly. traveling water will he directed by the rudder mechanism against one or the other of said stern surfaces.

8. ln a power-driven vessel, the combination of a stern having oppositely inclined surfaces meeting at the axis of the hull, propelling means at the'rear of said stern, flanking rudder-mechanism positioned between said propelling means and said stern whereby in backing the forwardly traveling water will he directed by the ruddermec-hanism against one or the other of. said stern surfaces, and shegs' on either side of said propelling means.

9. In a power-driven vessel, the combination of a stern having oppositely inclined surfaces meeting at the axis of the hull, pro elling means at the rear oil said stern, tlan ing rudder-mechanism positioned between said propelling means and said stern whereby in hacking the forwardly traveling water will be directed by the ruddermechanism against one or the other of said stern surfaces, and hollow shegs on either side of said propelling means.

Elli

10. In a power-driven vessel the 'oomhin- 1 ation of a stern having oppositely inclined surfaces meeting at the axis of the hull,

, pro elling means at the rear of said stern,

flan ing rudder-mechanism positioned be tween said ro elling means and said stern whereby in aching the forwardly traveling water will he directed by the ruddermechanism against one or the other of said stern surfaceaand hollow slsegs to which -access may he had trom'the vessel post tioned at either side of said repelling means and provided with o ssrvation windows,

ll. ln a power-driven vessel, the vMinibination. of propelling means, a air of rodders moving in unison and in rront of the propelling means so as to receive thewater therefrom in backing, and a air of flank passages one at each side of the vessel and so positioned relative to the rudders that when therudders are turned in onedireo tion the forwardly moving water travels through one flank passage and when turned in the op posits direction the water travels through the other fianlnpassage.

12. In a powendriven vessel, the comhi nation of propelling means, a paired rudders moving innnison and in front of the driving means so as to receive the water therefrom in hatch ng, and a salt of flank passages one at each side of the vessel and so positioned relative to the rudders so that when the rudders are tnrned in one diree will lltl

llii

tion the forwardly moving water travels through one flank passage and when turned in the opposite direction the water travels through the other flank passage, the stern of the vessel bein tapered toward its axis so as to form "the Forward walls of the flank passages.

13. In a power-driven vessel, the combination of propelling means, a pair of rudders moving in unison and in front of the propelling'means so as to receive the water therefrom in backing, and a air of flank passages one at each side of t e vessel and so positioned relative to the rudders so that when the rudders are'turned in one direction the forwardly moving water travels through one flank passage and when turned in the op osite direction the water travels through t e other flank passage, the stern of the vessel being tapered toward'its axis so as to form the forward walls of the flank assages, and skegs depending from the deck of the vessel and forming the rear walls of said passages.

14. In a power-driven vessel, the combination of propelling means, a pair of rudders moving in unison and in front of the propelling means so as to receive the water.

therefrom in backing, and a air-of flank passages one at each side of t e vessel and so positioned relative to the rudders so that when the rudders are turned in one direc tion the forwardly moving water travels through onefiank passage and when turned in the op 'osite direction the water travels through t 1e other flank passage, the stern of the vessel bein tapered toward its axis so'as to form the forward walls of the flank assages, and skegs depending from the eck of the vessel at either side of the probeing turned to direct the water through the proper flank passage.

16. In a power-driven vessel, the combination of pro elling means, rudder-mechanism for flan ing in advance of said pr0- pelling means and against which the water is driven in backing, and an obliquely disposed-flank passage at either side through which the forwardly driven water. escapes, the rudder-mechanism being so positioned that when turned in one direction the for- .ward moving water travels through one of the obliquely disposed flank passages and when the rudder-mechanism 1s turned in the opposite direction the water travels through the other flank passage.

17. In a power-driven vessel, the combination of propelling means, a pair of flanking rudders in advance of said propelling means, and a laterally extending flank passage leading from mid-ship to either side of the vessel for the 'esca e of the water driven forwardly backing, the rudders being so positioned that when swung in one direction the water travels through one of said passages; and vice versa.

Signed at Pittsburgh, Pa., this 27th day of June, 1925.

PHILIP o. ELSEY. 

